Method and apparatus for improving the fuel injection characteristics of internal combustion engines

ABSTRACT

A method and apparatus for improving the fuel injection characteristics of internal combustion engine means, particularly in relation to diesel engines operating on the spaced burning loci principle as featured in United States Kruckenberg et al. U.S. Pat. No. 3,543,735. associated This improvement is practiced in systems where the time increment of injection of an injection nozzle is longer than the time increment of the pumping stroke of a fuel pump. In such systems, at relatively lower engine speed and/or load conditions, the volume of a fuel increment displaced by a fuel pump during each working engine stroke is increased and a portion of fuel is diverted between the fuel pump piston means and injection nozzle means of the engine. In a system such as this, at relatively higher engine speed and/or load conditions, a relatively lower volume of fuel is displaced during each pumping increment of the fuel pump and at least the full diversion of fuel does not take place. In another aspect of the invention, and at lower engine speed and/or load conditions, the injection nozzle is caused to generate a generally billowing or diverging spray pattern, while at higher or normal engine speed and/or load conditions the injection nozzle is caused to generate relatively solid streams of fuel. Preferably, these &#39;&#39;&#39;&#39;solid&#39;&#39;&#39;&#39; streams are directed into individualized or discrete agitation zones and burning loci associiated therewith.

United States Patent [1 1 Anderson et al.

[ 1 Mar. 11, 1975 1 1 METHOD AND APPARATUS FOR IMPROVING THE FUELINJECTION CHARACTERISTICS OF INTERNAL COMBUSTION ENGINES [75] Inventors:Harold Elden Anderson, Playa del Rey; Perry Lester Kruckenberg, LosAngeles, both of Calif.

[73] Assignee: McCulloch Corporation, Los

Angeles, Calif.

[22] Filed: July 5, 1972 [21] Appl. No.: 269,231

[52] US. Cl... 123/139 AF, 123/32 H, 123/139 AT,

123/140 A, 123/140 J, 123/32 B, 239/563 [51] Int. Cl. F02d l/04, F02d1/06, F02m 39/00 [58] Field of Search..... 123/139 AF, 139 AS, 140 J,

123/140 MC, 139 AW, 32 JV, 139 AT; 239/563, 562

[56] References Cited UNITED STATES PATENTS 1,811,731 6/1931 Petty239/533 y1 5 8 1 7/1932 Dilg 123/139 AF 2,794,397 6/1957 Burman.[411/311 3,489,093 l/l970 Thornber 123/139 AL 3,543,735 12/1970Kruckenberg 123/32 B 3,672,343 6/1972 Biechl et al 123/140 MC FOREIGNPATENTS OR APPLICATIONS 933,374 9/1946 France 123/32 JV 159,669 11/1954Australia 123/32 .lV

Primary Examiner-Charles J. Myhre Assistant Examiner-Ronald B. Cox

l ABSTRACT A method and apparatus for improving the fuel injectioncharacteristics of internal combustion engine means, particularly inrelation to diesel engines operating on the spaced burning lociprinciple as featured in United States Kruckenberg et al. US. Pat. No.3,543,735. associated This improvement is practiced in systems where thetime increment of injection of an injection nozzle is longer than thetime increment of the pumping stroke of a fuel pump. In such systems, atrelatively lower engine speed and/or load conditions, the volume of afuel increment displaced by a fuel pump during each working enginestroke is increased and a portion of fuel is diverted between the fuelpump piston means and injection nozzle means of the engine. In a systemsuch as this, at relatively higher engine speed and/or load conditions,a relatively lower volume of fuel is displaced during each pumpingincrement of the fuel pump and at least the full diversion of fuel doesnot take place.

'these solid streams are directed into individualized or discreteagitation zones and burning loci associiated therewith.

20 Claims, 10 Drawing Figures Mathis F l FUEL PUMP {I00 4 'i EiiiWORKING "5 l CONTROL CHAMBER I L l |25 ae itiiist TLE T0 LOW PRESSUREZONE PMENTED BAR l 1 1975 SHEET 6 0H5 TIME PRAY A NORMAL and/Or fmME) IHIGHER-ENGINE I SPEED and/Or LOAD B CONTROL 7 E x (DEGREES OI CRANKSHAFTROTATION) E LOWER ENGINE I' ITIME) SPEED and/or LOAD (PRIOR) xIOEOREEsofCRAN KSHAFT ROTATION) 1 LOWER ENGINE I SPEED OHd/OI'LOAD V (PRESENT FINVENTION) I x (DEGREES of CRANKSHAFT ROTATION) FIG. 10

METHOD AND APPARATUS FORIMPROVING THE FUEL INJECTION CHARACTERISTICS OFINTERNAL COMBUSTION ENGINES RELATED CASES This invention is directed toimproved fuel injection techniques which are intended to improve thefuel combustion characteristics of internal combustion engines,particularly those of the type described in United States Kruckenberg etal application Ser. No. 93,269 now abandoned, filed Nov. 27, 1970, andentitled Improved Combustion System for Internal Combustion Engines andin the United States Kruckenberg et al. US. Pat. No. 3,543,735. theaforesaid Kruckenberg patent and application are each assigned to theassignee of the present application.

This present invention involves, in a combination sense and in relationto certain embodiments, the utili zation of a modified injection sprayconcept which is the subject matter of a United States patentapplication filed of even data herewith, entitled Modified InjectionSpray Characteristics for Spaced Burning Loci Engines, identifyingHarold Elden Anderson and Perry Lester Kruckenberg as coinventors, andassigned to the assignee of this present application.

GENERAL BACKGROUND, OBJECTS AND SUMMARY OF INVENTION In United StatesKruckenberg et al. US. Pat. No. 3,543,735, and in United StatesKruckenberg et al. application Ser. No. 93,269, a unique type of engineand mode of engine operation are described.

Fundamentally, the concept featured in this Kruckenberg et a] patent andapplication pertains to the generation ofa series of spaced burning lociin the interior or working chamber of an internal combustion engine.Peripherally confined agitation zones are individually associated withthese loci. During the working or down, stroke of a piston within theengine working chamber and at a normal speed and/or load condition, fuelis injected in the form of relatively solid streams, with individualstreams being directed into individual agitation zones and burning lociassociated therewith. The bulk of the fuel is injected during theworking or downstroke.

The benefits produced by this spaced burning loci principle aresubstantial and entail a reduction in peak combustion chamber pressure,a reduction in the rate of pressure rise in the chamber, a reduction inengine noise level, a reduction in engine exhaust and combustiontemperatures, a reduction in the generation of noxious oxides ofnitrogen, a reduction in carbonization tendencies, an improvement inspecific fuel consumption, an improvement in starting characteristics,and an overall ability to reduce the size of an engine in relation to adesired horsepower output.

To the extent that the mass flow rate of heated gas varies or increasesas it flows through the agitation zones associated with the burning lociduring the working stroke of a piston, the aforesaid Kruckenberg et al.application Ser. No. 93,269, contemplates a further and significantlyimproved aspect. In general, this aspect entails the increasing of therate of injection of fuel into agitation zones as the mass flow rate ofheated, combustion supporting gas flowing into the agitation zonesincrease.

Such significant advances in the engine art notwithstanding, it has beendiscovered that further steps, when implemented, will improve theoperating characteristics of an engine, particularly an engine of thetype featured in the aforesaid Kruckenberg patent and application duringlow load and/or engine speed conditions.

In certain conventional injection systems, the pumping increment of afuel pump, during each working stroke of an engine, is less than theduration of the injection increment at the injection nozzle. ln systemsof this type, the time duration of the injection increment at theinjection nozzle itself is more or less a function of the volume of fuelpumped during each pumping increment or cycle of the fuel pump. 7

Since a significant and important operating characteristic of the spacedburning loci engine entails a prolongation of fuel burning, it isdesirable that fuel burning remain controlled by burning loci andagitation zones for a particular and generally constant controlincrement of crankshaft rotation, i.e., a particular increment of pistonmovement. Thus, it becomes important to maintain, as nearly as possible,a generally continuing or constant relationship between the duration offuel injection at the injection nozzle and the desired control incrementof crankshaft rotation or piston movement each expressed in terms ofpiston movement.

However, with a fuel injection system of the type heretofore described,where the time of fuel injection is a function of the volume of theinjection charge, this desired match between piston movement incrementand injection increment have heretofore been impaired at lower enginespeed and/or load conditions, where the engine was optimized to providethe desired match at normal or higher engine speed and/or loadconditions.

The reason for this impairment resides in the fact that at lower speedand/or load conditions, for a given charge of fuel, the increment ofpiston movement corresponding to the duration of the increment ofinjection of fuel into the engine is reduced. This resulting mismatch"is further aggravated when the volume of the charge is reduced.

The present invention substantially alleviates this mismatch condition.

In alleviating, or at least significantly offsetting, an improper orunacceptable balance between injection increment and piston movementcontrol increment, the present invention contemplates a method wherein afuel pump piston means is caused to displace an incre ment of fuel. Thisdisplaced increment of fuel is transmitted through passage means whichlead from the fuel pump piston means to fuel injection nozzle means. Thefuel injection nozzle means is itself operable to pass fuel into theinterior of the engine. However, the fuel is discharged from the nozzlemeans into the engine interior at a rate which is different from andslower than the rate of displacement of the fuel increment from the fuelpump means into the passage means.

At a relatively lower speed for any given load condition of the engine,a relatively larger volume fuel increment is displaced during eachengine stroke from the fuel pump means into the passage means. However,fuel is also diverted from the passage means between the piston meansand the injection nozzle means.

At a relatively higher speed for any given load condition of the engine,a relatively smaller volume fuel increment is displaced during eachworking stroke of the engine and the aforementioned fuel diversion, atleast to its former extent, is prevented.

In the context of this method, and where a plurality of working chambersare included in the engine and a single, multiple output, fuel pump isemployed, it is desirable for the fuel to be diverted, as above noted,from a location in the passage means which is in common communicationwith fuel flow paths leading to all of the injection nozzles associatedwith the various working chambers.

In conjunction with these method aspects of the invention, and as anindependently significant factor, the present invention contemplatesvarious combinations of apparatus means which uniquely interact toperform the aforesaid methods.

While the burning loci principle is uniquely advantageous, particularlyat'normal and high speed and/or load conditions, it has beenunexpectedly discovered that at low speed and/or load conditions it maybe preferable to modify the manner in which fuel is transmitted into theagitation zones which determine the location of and are operable togenerate the aforesaid burning loci.

At normal or high speed and/or load conditions, fuel is injected asindividualized, generally cohesive or solid streams directed straightinto the various individual agitation zones and burning loci.

However, at low speed and/or load conditions, it is now believeddesirable to forego injection of solid fuel streams, as above noted, andinstead inject fuel into a precompression chamber communicating with theagitation zones in the form of a diverging or billowing spray. (The termprecompression chamber, as here used, means a chamber, auxiliary to theworking chamber, which receives compressed gas on the piston compressionstroke and from which compressed gas is passed to the working chamberduring the piston working stroke). In short, at a low speed and/or loadcondi tion- (i.e., at an idle or near idle condition), i.e., where thetemperautre of the working or combustion chamber is relatively .low, theburning loci engine appears to perform more smoothly and enjoy more evenand complete burning if the degree of fuel atomization occurring betweenthe exit orifices of the injection nozzle and the agitation zones isincreased.

This increase in atomization at low speed and/or load conditions isachieved through this invention by producing a generally radial patternof fuel flow leading to the injection nozzle orifice means. This radialinflow pattern produced a generally diverging, or billowing, and thusrelatively atomized spray of fuel exiting from the orifice means andpassing into the precompression chamber which communicates with theaforesaid agitation zones. At relatively higher or normal speed and/orload conditions, the radial flow pattern is supplanted by a more or lessaxial flow of fuel leading to the orifice means and, as a result of thisrelatively axial flow pattern, generally solid or discrete fuel streamsare ejected from the nozzle orifice means.

Here again, the invention contemplates various combinations of apparatusmeans which are able to perform these method steps and attain theimprovements in engine operating characteristics above noted.

In describing the invention, reference will be made to certain preferredembodiments, it being understood that this reference is by way ofexample and is not intended to be restrictive in relation to the scopeof the invention.

DRAWINGS The appended drawings illustrate structural details of certainpreferred embodiments of the invention. In the Drawings FIG. 1 providesa schematic view of the overall improved injection system of theinvention, displayed in the context of a spaced burning loci typeengine;

FIG. 2 provides a schematic, partially sectioned illustration of asingle working chamber engine of the burning loci type and illustratesone form of a burning loci engine;

FIG. 3 provides an enlarged, partially sectioned, fragmentary andperspective view of a precompression and control zone of the FIG. 2engine, illustrating the injection of solid fuel streams intoperipherally confined agitation zones;

FIG. 4 provides a top plan view of the piston of the FIG. 2 engine,schematically illustrating the manner in which burning loci aregenerated and maintained, particularly and principally during theworking stroke of the piston;

FIG. 5 provides a transversely sectioned view of the FIG. 3precompression chamber and further illustrates the burning lociphenomena in a schematic sense;

FIG. 6 schematically illustrates a conventional fuel injection pumpwhich has been modified to permit the diversion of fuelfrom passagemeans communicating with each of multiple, output fuel flow paths of theP p;

FIG. 7 provides an enlarged longitudinally sectioned view of themodified injection nozzle incorporated in the FIG. 1 system, whichmodification is operable to produce a billowing or diverging injectionpattern at lower speed and/or load conditions and a generally orrelatively solid stream pattern at higher or normal speed and/or loadconditions; 7

FIG. 8 provides a still further enlarged, longitudinally sectioned viewof the tip of the FIG. 7 nozzle, illustrating the position of theinjection nozzle valve at a low load condition;

FIG. 9 provides a still further enlarged longitudinally sectioned viewof the tip of the FIG. 7 nozzle, illustrating the position of theinjection nozzle valve at a higher or normal load condition;

FIG. 10 illustrates certain relationships existing between the timeduration required for the injection of a fuel charge from a nozzle intoan engine in relation to a desired control increment of piston movementexpressed in terms of degrees of crankshaft rotation and illustratesthis relationship at a higher load engine condition as well as at alower load condition.

INTRODUCTION Before discussing the novel and advantageous features ofthis invention, it is appropriate to review the context within which theinvention may be most advantageously practiced.

While aspects of the invention may be utilized in conjunction with avariety of engines, it is believed that particularly significant resultswill be achieved when the present invention is employed to improve theoperating characteristics of the spaced burning loci type enginedescribed in the aforesaid United States Kruckenberg et al. U.S. Pat.No. 3,543,734, and the aforesaid Kruckenberg et al. application Ser. No.93,269.

The disclosures of the Kruckenberg et al. U.S. Pat. No. 3,543,735, andKruckenberg et al application Ser. No. 93,269, are incorporated hereinby reference. With respect to significant variations in enginestructural characteristics which may be employed in practicing theinvention and with respect to dimensional and operational parameters,attention is invited in particular to disclosure of the aforesaidKruckenberg et al application.

GENERAL CHARACTERISTICS SPACED BURNING LOCI ENGINE General operatingcharacteristics of a spaced burning loci engine will now be brieflyreviewed with reference to FIGS. 2, 3, 4 and 5.

The exemplary spaced burning loci engine 1 depicted in FIG. 2 includes aworking cylinder 2 and an air pumping cylinder 3, both of which areconnected with and communicate with a crankcase 4. A working piston 5 isreciprocably mounted in cylinder 2 while an air pumping piston 6 isreciprocably mounted in pumping cylinder 3. Connecting rods 7 and 8extend respectively from pistons 5 and 6 to a crankshaft 9.

An air transfer conduit 10 extends from outlet port 11 of pumpingcylinder 2 to an air inlet port 12 of the working cylinder 2.

Air enters the pumping cylinder 3 through air inlet port means 13.Exhaust gas exits from working cylinder 2 through exhaust port means 14.

The mode of operation of cylinders 2 and 3 along with pistons 5 and 6,which cause the pumping of air to working cylinder 2 is described indetail in the aforesaid Kruckenberg U.S. Pat. No. 3,543,735.

An engine operated fuel pump 15 is connected by conduit means 16 to aninjection nozzle 17. The injection nozzle l7includes a terminus 18having a plurality of fuel discharging orifices positioned in aprecompression cavity or chamber 19.

Precompression cavity or chamber 19 is located in cylinder head 20 ofworking cylinder 2.

As shown in FIGS. 2 and 3, working piston 5 includes a wafer-likeprotrusion 21 projecting from the piston head 22 toward theprecompression cavity 19.

Protrusion 21 is operable to be telescopingly received within theprecompression chamber 19 during the end of the compression stroke ofthe piston 5 and the beginning of the working stroke.

A series of circumferentially spaced and generally longitudinallyextending slots 23, which may be axially oriented or generally inclined,are formed on the periphery of protrusion 21. With the protrusionreceived within the precompression chamber 19, as generally shown inFIG. 2, the slots 23 cooperate with the side wall 24 of theprecompression chamber 19 to peripherally confine and generally define aseries of agitation zones 25 which are circumferentially spaced aboutthe axis of reciprocation of piston 2.

While such agitation zone defining cooperation exists between theprotrusion 21 and the precompression chamber wall 24, fuel outletorifices 26 at the tip of the injection nozzle 18 are operable to directgenerally solid streams of fuel individually into these agitation zones25. Thus, for example, a representative fuel stream 27, shown in FIG. 3,is directed individually into one agitation zone 28 of the plurality ofzones 25. As is described in the aforesaid Kruckenberg et al. patent andapplication, the inlet mouth 29 of each agitation zone 25, includingzone 28, is sufficiently large as to receive a fuel stream 27 throughoutthe period of time that the slots 23 of the protrusion 21 aretelescopingly received within the wall 24 so as to define the agitationzones 25.

Commencing at or just shortly before the top dead center crankshaftposition of the piston 2, the injection nozzle 18 commences to injectfuel from orifices 26 into the precompression chamber such that thepreponderance of fuel is directed into the agitation zones 25 during theinitial part of the down stroke of the piston 2.

A consequence of this phenomena is the generation of spaced burning locior centers 30, which are schematically depicted in FIGS. 4 and 5. Theseburning centers 30 are spaced and generally discrete in nature and aremaintained during the working stroke of the piston while fuel is beinginjected.

Thus, the mode of operation of engine 1 is such that within the cylinder2, the plurality of spaced burning loci 30 are generated, with theseloci 30 remaining generally mutually distinct or discrete and definingspaced centers of burning. These spaced centers of burning are locatedgenerally adjacent and in energy communicating relation with the head 22of the piston 5.

During a working or down stroke of the piston 5, combustion supportinggas, heated by compression and some limited combustion within theprecompression chamber, is transmitted from the precompression chamber19 through the agitation zones 25 and into the burning loci 30. Inaddition and concurrently, the fuel streams 27 are generated andtransmitted into these burning centers.

Thus, during the working stroke, heated combustion supporting gas, i.e.,air with some products of combustion, and fuel streams pass through theagitation zones 25 where intensified fuel-air heating and mixing occurs.This phenomena, coupled with the peripherally confining effect of theagitation zones, produces and generates the burning centers or loci 30,with each individual loci 30 and its associated agitation zone 25receiving at least one individual solid fuel stream and at least someheated gas.

As is described in the aforesaid Kruchenberg et al application, it isbelieved that burning is initiated during each working stroke of thepiston 5 through ignition of fringe portions of each stream 27 at thecommencement of each individual fuel injection cycle as effected by thenozzle 18. By controlled operation of the fuel injection system, thetime duration of the generation of the fuel streams 27 is limited so atleast the majority of fuel in the streams 27 passes into the loci 30during the working or down stroke of the piston 5.

The spaced wall means or slots 23 thus each function to peripherallyconfine and define an individual fuel and heated gas agitation zone 25which is individually associated with and communicates with a burningloci. Each such agitation zone 25 and the burning loci 30 associatedtherewith receives fuel from at least one fuel stream directed thereintoduring the working stroke of the piston 5. The spaced and generallydiscrete relation of the burning loci 30 are maintained during theworking stroke of the piston 5 and the energy generated through theoperation of the burning loci is utilized to induce the working strokeof the piston 5.

As is described in the aforesaid Kruckenberg et al. application, it isbelieved that the mass flow rate of combustion supporting gas flowingthrough each agitation zone 25 increases as the working strokecontinues. This results due to an effective reduction in impedance toflow resulting from an enlargement of the flow capacity of eachagitation zone 25, as the protrusion 21 moves out of the percompressionchamber 19 and progressively exposes a larger radially outwardlydirected portion 31 of each agitation zone 21. Even at the point in timewhere the size of the laterally directed outlet 31 exceeds the size ofthe generally axially directed inlet 29 of each agitation zone, it isbelieved that this increase in flow capacity of the agitation zone 25will continue. This increase is believed to be due to factors includingan increase in heating in the chamber 19 which will produce an increasein flow rate due to a pressure increase and is doubtless also due to acontinued reduction in impedance of flow resulting from the continuedenlargement of the outlet 31.

In any event, it has been determined through engine operations that aprogressive increase in the mass flow rate of fuel flowing in eachstream 27 during the working stroke of the piston 5, for at least theinitial majority of the time during which the fuel streams 27 arepassing through the agitation zones 25 and the burning loci, willproduce smoother combustion characteristics and improved fuelconsumption.

Various devices and techniques which may be employed to produce suchprogressive increase in the mass flow rate of fuel in the streams 27 aredescribed in the aforesaid Kruckenberg et al. application Ser. No.93,269.

For the purpose of the ensuing discussion, it will be assumed that thisprogressive increase in the mass flow rate of fuel is achieved byemploying a particular fuel pump and a particular nozzle 18 operatingunder appropriate cam control so as to produce such a flow rate increasein the streams 27.

Specific components which may be employed for this purpose include afuel pump Model 1 PFM, manufactured by Allis Chalmer Engines and havingand address at Harvey, Ill. U.S.A., and by employing an injection nozzleholder Model AlCB-355-24 and a nozzle tip Model QDL 1305-30, bothmanufactured by American Bosch Corporation, and having an address atSpringfield, Mass., U.S.A. Alternatively, a nozzle as subsequentlydescribed with reference to FIGS. 7 through 9 of the present applicationmay be employed. A general type of cam which may be employed to achievethis aforesiad increase in mass flow rate of fuel, is designated pumptype APF-A, cam profile No. 3 medium by American Bosch Corporation ofSpringfield, Mass., U.S.A., and actuates the pump.

A representative spaced burning loci engine has now been reviewed, suchthat the preferred context of the practice of this invention has beenestablished. Thus, it now becomes appropriate to consider the techniquepresented through this invention for improving the balance condition ormatch" between the increment'of fuel injection at the nozzle and thedesired control increment of engine operation. This control increment isthe increment of a cycle of engine operation during which burning is tobe controlled. In the case of the spaced burning loci engine, thecontrol increment is defined by the existence of the agitation zones andtheir associated burning loci.

MODIFICATION OF FUEL PUMP DISPLACEMENT VOLUME AND FUEL DIVERSIONTECHNIQUE With reference to FIGS. 1, 6 and 10, the general techniquepresented through this invention for appropriately matching or balancingnozzle injection increments and engine cycle control increments will nowbe described.

As is shown schematically in FIG. 1, the basic system includes, asprincipal components, a fuel pump 100, an injection nozzle 101 andpassage means 102. The passage means 102 extend between fuel pump pistonmeans housed by the fuel pump and outlet orifice means 103 of theinjection nozzle means 101. As is shown schematically in FIG. 1, passagemeans 102 extends from the fuel pump working chamber means 100a.

When the injection nozzle means 101 is being operated to generate aplurality of generally solid or discrete streams of fuel 104 issuingfrom orifices 103, each such fuel stream 104 is directed into aperipherally confined agitation zone 105 and transmits fuel through theagitation zone into a burning loci 106.

Each agitation zone 105 and burning loci 106 corresponds generally in afunctional sense, to an agitation zone25 and burning loci 30, aspreviously considered, but may be structurally and dimensionally definedand varied by various techniques.

These loci 105 are contained within the interior of an internalcombustion engine 107 and are disposed in energy communicating relationwith a movable piston means 108.

A diversion valve 109 is mounted in communicating relation with passagemeans 102 and is operable to divert flow from the passage means 102,between the piston means of the fuel pump 100 and the injection nozzleorifices 103, and permit this diverted flow to return to a sump or fuelsupply or possibly to the inlet side of a metering valve or controlvalve which may be associated with the fuel pump 100.

Diversion valve 109 may comprise a valve body 110 having an interiorcavity 111 communicating with passage or conduit 102 by way of a branchconduit I12.

Valve 109 may include a valve seat 113 operable to be closed by a valvemember 114. As shown in FIG. 1, valve member 114 may comprise a ballvalve and may be biased into a seated or valve closing position againstseat 113 by a conventional coil spring 115.

With this arrangement, the valve 114 will open when the pressure inpassage means 102 andll2 is sufficient to overcome the biasing influenceof the coil spring 115.

Controlled opening of the valve member 114 may be achieved by operationof a holding or valve disabling plunger 116. Plunger 116 is reciprocablymounted in the valve body 110 and its position may be determined by arotary cam 117 which may be mounted on a rotatable shaft 118. Shaft 118may be journalled in a bracket portion 119 of the valve body 110 and itsmovement may be controlled by a crank arm 120. Crank arm movement, inturn, may be determined by a conventional linkage means 121 extending ina conventional manner to a throttle actuating mechanism 125 associatedwith the engine 107.

Thus, with the cam 117 disposed in the position shown in FIG. 1, thevalve member 114 may open in response to fuel pressure in passage means102 and 112 so as to divert fuel out of the passage means 102 and permitthis fuel to flow through passage means 112 and the interior 111 of thevalve 110, around the plunger 116, and out of a discharge conduit 122.This discharge conduit 122 may extend to a low pressure fuel zone in thesystem such as the fuel reservoir, the inlet side of a metering valveassociated with fuel pump 110, etc.

By rotating the cam 117 ina counterclockwise direction, as shown in FIG.1, the plunger 116 will move toward the valve member 114 and hold itfirmly against valve seat 113. In this throttle controlled, closed valveposition, opening movement of the valve member 114 is affirmativelyprevented.

The volume of each increment pumped out of chamber 100a for transmittalto an engine working chamber for an engine working stroke may be variedby controlling the stroke of the fuel pump portion or by metering theflow of fuel to the fuel pump, or by other means. Such control over thepumped fuel increments is regulated in accordance with engine speedand/or load and is coordinated with the operation of diverters valvemeans 109, as is subsequently more fully explained.

If the flow of fluid to the inlet side of the fuel pump 100 is to beregulated or throttled to achieve this pumped fuel volume control, thedisplaced fuel volume control means 123 may comprise a metering valve ofa conventional nature. As is well understood, such a metering valve 123,in essence, will determine the rate of flow to the pump 100 and thuswill determine the volume of each increment pumped by the piston meansof the pump 100 during each working stroke of the piston means 108.

Appropriate manipulation of the metering or control valve 123 may beeffected by conventional linkage means 124. Such linkage means mayextend to and be acutated by a speed responsive mechanism 125a of thetype, for example, used in speed governor mechanisms.

Thus, through means of conventional linkage mechanisms, the controlvalve 123 and the diversion valve 109 may be concurrently operable.

This linkage arrangement will be employed to ensure that duringrelatively lower speed and/or engine load conditions including at, ornear idle condition, the metering valve 123 will be opened at least tosome extent so as to, in effect, enlarge the volume of each fuelincrement discharged by the pump 100 into the passage means 102 and alsoensure that, at least to some extent, the diversion valve 109 will beopened.

During relatively higher engine speed and/or load conditions (includingnormal speed and load conditions) the linkage mechansisms 124 and 121will be operable to concurrently at least partially close down the valve123 so as to partially restrict the flow through metering valve 123 andat least partially, and possibly fully, close the diversion valve 109through operation of the plunger 116.

Thus, in operation of the system shown in FIG. 1, the piston means offuel pump means 100 will displace an increment of fuel into passagemeans 102 during each working stroke of the piston means 108.

In this connection, it will be understood that the passage means 102 mayinclude internal passage portions of pump 100, internal passage portionsof injection nozzle 101, and any interconnecting conduit means extendingbetween the exterior of the fuel pump and the exterior of the injectionnozzle 101.

Each such displaced fuel increment will be transmitted through thepassage means 102 from the pump 100 to the injection nozzle 101, withthe injection nozzle orifice means 103 being operable to direct or passthe fuel streams 104 into the interior of the engine 107, and preferablyinto agitation zones 105 and their associated burning loci 106.

In this connection, it is contemplated that the pump 100, conduit means102, and nozzle 101 will be of the injection system type which functionsmore or less in the manner of an accumulator such that fuel will bedischarged through the orifices 103 at a rate which is different from,and slower than, the rate of displacement of fuel increments from thepump 100 into passage means 102. The time of fuel injection at thenozzle, in general, will be a direct function of the volume of theincrement displaced by the fuel pump.

Thus, at a relatively lower engine speed and/or load condition, thelinkage means 121 and 124 will be operated so as to, in essence, openthe valve means 123 to a wider open position and open the diversionvalve 109. This concurrent opening of the valve means 123 and 109 willcause the pump 100 to displace a relatively larger volume fuelincrement, per working stroke of the piston means 108, into the passagemeans 102 while a portion of fuel in the passage means 102 is being diverted out of this passage means.

At a relatively higher speed and/or load condition of the engine 101,the linkage means 124 and 121 will be operated to concurrently move thevalve 123 to a more restricted position and close, or at least restrict,the diversion valve 109. This will cause the pump 100 to displace arelatively smaller volume increment per working stroke of piston means108 into passage means 102 and prevent or at least reduce the degree ofdiversion of fuel from passage means 102 through the diversion valve109. In certain instances, the closing of the diversion valve 109 orprevention of diversion may entail a partial flow through the valve 109but a prevention of the full diversion condition employed at lower speedand/or load conditions. Where such partial diversion is effected, thelinkage 121 may position cam 117 so as to appropriately limit theopening of ball 114 through the cam controlled positions of plunger 116.

Through empirical evaluation the flow condition of the diversion valve109 and the operation of displacement volume control means 123 may beproperly correlated with a variety of engine speed and/or loadconditions and ranges so as to maintain a desired balance condition overan entire range of operating conditions.

In this connection, it will be recognized that such correlation couldentail manual operation of diversion means 109 and displacement volumecontrol means 123 without reliance upon connections with the throttle125 and/or speed response means 125a. It will be understood that acomputerized correlation and control could be effected, utilizing avariety of mechanical, electrical, and/or fluid control systems toappropriately acutate means 109 and/or 123.

Assuming that, through empirical observations and evaluations, theopening and restricting movements of the valve 123 and the opening andrestricting movements of the diversion valve 109 are properlycorrelated, the net result of the operation of this system will bemaintain a generally constant or at least acceptably balancedrelationship between the periods of time that burning control is to beexercised by agitation zones 105 and loci 106 and the time durations ofinjection of the sprays 104, with this balance or match being maintainedat both relatively lower and relatively higher engine speed and/or loadconditions.

this phenomena will result when the engine is optimized for normal oreven further higher engine speed and/or load conditions, with thisoptimization involving the relatively more restricted valve position ofthe valve means 123 and the relatively more closed position of thediversion valve 109.

At the present time, it is believed that, where a single diverter 109 isassociated with a single injection nozzle, this optimization ofperformance is enhanced by positioning the diverter relatively close tothe nozzle.

The explanation of this balancing phenomena may be understood withreference to FIG. 10. However, in relation to the foregoing andfollowing discussion, it will be understood that reference to thedisplacement volume control means 123 as a metering valve means is byway of example, and that volume control could be effected by other meanssuch .as regulation of the effective stroke of the fuel pump pistonmeans, etc. Balance Phenomena As shown in FIG. 10, increments ofduration of the spray streams 104 and the increments of movement of thepiston means 108 during which the controlling influence of the agitationzones 105 is to be provided are displayed on an abcissa scale in termsof time.

For relatively higher speed and/or load conditions,

line A illustrates the time duration of a spray 104 which corresponds toa desired control increment X of piston movement. This control incrementof piston movement is indicated by the line B. Thus, lines A and B arereflective of a desired match or balance condition between injection andagitation zone control as determined for normal or even further higherengine speed and/or load conditions.

' Lines C and D are reflective of a mismatch" or imbalance conditionwhich would result if the system shown in FIG. 1 were not available inthe context of an accumulator-type injection arrangement. Lines C and Dare reflective, respectively, of spray duration increments and pistoncontrol movement increments during relatively lower speed and loadconditions.

FIGS. C and D represent, respectively, the time duration of the sprays104 and the time duration of the desired piston movement controlincrement, i.e., X degrees of crankshaft rotation.

Recalling that the time duration of injection of the spray stream 104 ismore or less a function of the volume of the pumped fuel increment in anaccumulator system, and that a low speed and low load conditions thepumped fuel increment per cycle will be of a smaller volume, the timeincrement represented by line C will be shortened in relation to line A.Further, since the engine speed is reduced, a longer period of time willbe required for the piston to move through the increment of X degreessuch that line D becomes longer, in a time sense, in relation to line B.

The net result is that the fuel injection increment reflected by line Cdoes not extend to an acceptable degree throughout the increment ofpiston movement represented by the line D such that a mismatch orimbalance condition results.

This mismatch or imbalance condition results in the injection of fuelduring only a portion of the existence of the controlling agitationzones 105 and loci 106 and creates an unwarranted intensification offuel injection during an initial portion of the control increment Xdegrees. This phenomena is believed to produce undesired, localizedchilling and rough or erratic burning of fuel.

Such undesired phenomena are avoided at these relatively lower speed andload conditions when the system of FIG. 1 is operated.

Lines E and F illustrate the manner in which the balance'of matchcondition is restored, at lower speed and/or load condition, so as toavoid the localized chilling and erratic burning characteristics whichcould be attributed to the conditions reflected by lines C and D.

With the fuel volume increment pumped by pump increased, the timeduration of the spray streams 104 reflected by line E will be extendedso as to better correlate, in a time framework, with the time durationof the piston control movement increment of X degrees.

Since, during low speed and/or load conditions it would not be desirablefor this increased volume of fuel to be injected into the engineinterior, the operation of the diversion valve 109 will reduce thevolume of fuel actually transmitted to the orifices 103 so that thedesired, reduced volume of fuel will be injected into the engine. Thisreduced volume of fuel will in fact be less than the volume of fuelinjected during higher (including normal) load conditions represented byline A.

Even though the operation of the diversion valve 109 is in essencereducing the volume of fuel passing through orifices 103, the increasedtime duration of injection of the streams through orifices 103attributed to the larger volume of fuel injected by pump 100 intopassage means 102 will not necessarily be reduced. An excessive, orindeed any, reduction in time need not take place because the opening ofthediversion valve 109 will reduce the pressure in the passage means 102and this reduction in pressure will tend to prolong the injection timeand offset the tendencyto reduce injection time which would result fromthe removal of fuel from the passage means 102.

In practicing this invention, it will be recognized that operationalparameters will vary, depending upon particular components of the systembeing employed. Empirical efforts, guided by this disclosure, will berequired in connection with each diverse system to appropriately balancethe operation of the valve means 123 and the operation of the valvemeans 109.

It will also be recognized that improved results will be obtained to theextent to which any significant mismatch between increments representedby lines C and D is brought toward a closer condition of balance asreflected by lines E and F, even though the optimum balance reflected bylines E and F is not achieved in an absolute sense.

while basic characteristics of the system have been described inrelation to an engine having a single working chamber, considerationshould also be given to how the invention could be most advantageouslypracticed where a multiple working chamber engine was involved.

It would be possible to employ an individual diversion valve 109 in eachconduit leading from a fuel pump to the injection nozzle associated witheach piston or working chamber. Nevertheless, the problems which wouldbe involved in attempting to balance the mode of operation of such amultiple diiversion valve system could advantageously be avoided bypracticing the concept exemplified by the FIG. 6 arrangement.

FIG. 6 depicts a convertional, commercially available, multiple outputfuel pump 200.

FIG. 6 depicts in sectional format basic elements of a rotary fuel pumpModel DB Roosa Master manufactured by The Standard Screw Company,Hartford Division, having an address at Hartford, Conn., USA.

This pump 200 of FIG. 6 operates in accordance with the basic principlesdescribed in U.S. Roosa Pat. No. 2,641,238.

By way of brief description, the pump 200 includes an engine-drivenrotor 201 supporting a plurality of radial, pumping piston means 202.

Fuel is supplied to a pumping chamber 203 through a passage means 203awhich is connected with a fuel source, the flow of which is controlledby a metering valve. Such a throttle controlled metering valve is shownin FIG. 3 of the aforesaid Roosa U.S. Pat. No. 2,641,238 and isidentified by the reference numeral 10 in this FIG. 3 of the Roosapatent. Such a metering valve may comprise the metering means 123 of theFIG. 1 system.

Fuel displaced by the radial piston means 202 during rotation of therotor 291 is transmitted through a discharge control valve area 204 todistributor passage means 205 and then sequentially to individual outputflow paths 206. One such output flow path 206 is shown in FIG. 6 andextends to a single injection nozzle associated with a single piston ofa multi-piston engine.

The diversion valve 109previously described is connected with themultiple output pump 200 such that the diversion passage means 112,previously noted, is formed in th body of the pump 200 and communicateswith an annular groove 207 formed on the periphery of the rotor 201.This annular groove 207 communicates, via a transverse passage 208, withthe fuel discharge control area 204 (only schematically shown) which inturn is in common communication with the distribution passage means 205and all of the various output flow paths 206 (when these flow paths arein communication with the discharge zone 204 during the appropriateincrement of rotation of the rotor 201).

Thus, in the arrangement shown in FIG. 6, the diversion valve 109operates to divert fuel from a manifold area 207 within the fuel pumpwhich is in common communication with each of the output flow paths 206such that a constant degree of fuel diversion will be effected inrelation to each of the output flow paths and injection nozzles of themultiple piston system.

This principal may be employed with a wide variety of multiple outputfuel pumps by merely positioning the diversion valve so that itcommunicates with a manifold area of the fuel pump which is in commoncommunication with the various output flow paths at the approproate timeof operation of the pump.

While this overall diversion principle is believed to be uniquelyeffective in improving engine operating characteristics, particularly atlow load and/or ideal condi tions, still further improvements may beachieved by modifying the spray characteristics of the streams 104 atlow speed and/or load conditions.

A technique for effecting such a modification of the spray streamcharacteristics will now be discussed.

MODIFICATION OF SPRAY CHARACTERISTICS Through this invention it has beendiscovered that at lower load and/or speed conditions, when an engine isrelatively cool, a spaced burning loci engine which has been optimizedfor higher (including normal) speed and/or load operation may, at times,not operate as smoothly as would be desired.

Through this invention a technique has been developed for improving ormodifying the spray characteristics of fuel injected at low speed and/orload conditions (i.e., at or near idle), when the working chamber isrelatively cool, so as to reduce the generation of excessive, unburnedfuel and generally reduce engine knocking and rough engine performance.This technique has been developed in light of the fact that aconventional, constant dimension orifice will tend to generate aneedle-like spray at a low load and/or speed condition and thus tend tolose the fuzz or peripheral spray which is normally associated with thesolid" fuel stream core at normal and/or high engine load and/or speedconditions.

The manner in which the fuel stream sprays are modified to attain thisimprovement in engine performance will now be described with referenceto FIGS. 7, 8 and 9.

FIG. 7 depicts a modified fuel injection nozzle 300 which may beemployed as the fuel injection nozzle means in connection with thespaced burning loci engine described in the aforesaid Kruckenberg at al.U.S. Pat. No. 3,543,735, in the aforesaid Kruckenberg et al applicationSerial No. 93,269, and in the preceding discussion of the presentinvention.

Injection nozzle 300, which may function as the aforesaid injectionnozzle means 101, may include an outer body or housing 301 within whichan internal body means 302 is telescopingly mounted.

Nozzle body 302 may include, at its lower end, a plurality of downwardlyor outwardly directed spray defining orifices 303. One such orificewould be provided in relation to each agitation zone 25 described inconnectionwith FIGS. 3, 4 and 5, or in connection with each agitationzone described in connection with FIG. 1 of the present discussion.

Internal body 302 may be secured in position by a threaded fitment 304.A pin 305 may be telescopingly received within aperture means ofelements 304 and 302 so as to permit controlled rotational positioningof the body 302 relative to the fitment 304. This alignment functionwill ensure that a fuel passage 306 of internal body 302 is disposed incommunicating relation with an inlet fuel passage 307 of fitment 304.

A valve member 308 may be telescopingly received within a cylinderportion 309 of fitment 302 and project downwardly through fuel passage310. Passage 310 may provide communication between the transfer passage306 and a valve seat 311.

Valve seat 311 is generally frustoconical in nature and is intersectedat its lower end by the orifices 303.

A frustoconical valve member tip 312 is operable to matingly andconformingly engage the seat 311, in the seated position of the valve308, and overlap and close the inlet mouths 313 of the orifices 303.

A piston-like extension 314 projects upwardly (as shown in FIG. 7), fromvalve body 308 through a wafer or disc-like valve stop 315. Valve stop315 has an annular shoulder means 316 which is operable to engage aledge 317, carfied by theupper end of the valve member 308, so as tolimit and define the uppermost or fully open valve position.

An inverted, mushroom-shaped, fitment 318 may abuttingly engageprotrusion 314 and be pressed or biased toward this protrusion by a coilspring 319.

In a conventional manner, a vent 320 may be provided in fitment 304.This vent would communicate with a cavity 321 within which the spring319 is mounted. The function of the vent 320 would be to remove from thenozzle that fuel which leaks around the portion of-the valve 308 whichis received within a a vqbo uyl d l HQEQMQQ: a a

As will be notedfrom FIG 7, piston-like portion 322 of valve 308 whichmay be provided and received within the cylinder portion 309 may besomewhat larger in diameter than a lower valve portion 323 whichprojects into the cavity 310. This difference in diameter permits thevalve member 308 to raise in response to the pressure of fuel in thecavity 310 so as to permit the las ff slthta i thso fisss l i At normalor relatively higher engine speed and/or load conditions, andparticularly in a system where the aforesaid diversion valve 109 is in arelatively closed or restricted position, the pressure of fuel in thecavity 310 would be at a relatively higher level so that the valve 308would tend to stabilize in a fully open position, with the stop 3 l leng a g ing the ab utment 316.

This fully opened valve position is depicted in FIG. 9. As shown in FIG.9, the frustoconical surface 312 has been displaced from its FIG. 7position of overlying cooperation with the orifice inlets 313. As isschematically shown in FIG. 9, with the valve 308 thus raised, fuelenters the inlets 313 in a generally axial pattern and fuel exits fromthe orifices 303 in the form of generally solid or discrete fuel streams322, albeit possibly nificatly less than the pressure existing in thiscavity at normally/higher load and/o'rspeed conditions. Thus by NeedleLift Diameter of Orifice 303 Length of Orifice 303 Slope of Axis ofOrifice 303 Relative to Longitudinal Axis of Valve 308 Slope of Surfaces3] l and 3l2 Relative to Longitudinal Axis of Valve 308 Axial Height ofFrustoconical Tip 3l2 omized or widely diverging flow stream 333 willissue- .fr 0m the orifices 303. i

This relatively billowing stream 333 is significantly more atomized thanthe generally cohesive or solid stream 332 generated in the fully openvalve position depicted in FIG. 9.

Thus, with this arrangement, and at relatively lower speed and/or loadconditions of the engine, the FIG. 8 valve position will automaticallyresult due to the lower fuel pressure acheived through operation of thediversion valve 109. This valve positioning will improve the performanceof the burning loci engine at this engine range by maki ignition ,m9ria9ile The two-stage characteristics of the nozzle depicted in FIGS. 7,8 and 9 will also tend to produce an enhanced fuzziness" or degree ofatomization during the initial opening of the injection valve, even atnormal or relatively even higher engine speed and/or load conditions.This phenomena, in and of itself, will tend to improve and facilitatethe commencement of fuel burning or ignition during each working cycleof the spaced 999M529 95199- All this notwithstanding, and even with theuse of the two-stage injection nozzle as above described, the burningloci engine, for the most part, will certainly during normal and evenhigher engine speed and/or load conditions, operate with the burningloci being generated and maintained substantially in the mannerdescribed in the Kruckenberg et al. U.S. Pat. No. 3,543,735 and theKruckenberg et al. application Ser. 925 2 9...

By way of example, it is contemplated that the twostage phenomena may beadvantageously accomplished within the following dimensional parameters:

Lower Loud Higher Load (FIG. 8) (FIG. 9)

(.004"-.005"): (.0l6".0l8"l:

per r tsl ellisaaanuq n of it.

'spring 31 9, this lower pressure in cavity 310 may becaused to onlypartially elevate the valve 308 so that it assumes the intermediateposition schematically depicted in FIG. 8. Such a position of valve 308could be a onsequence of the open position of valve 109.

In this intermediate valve position, the fuel pressure in cavity 310acting on the valve body piston portion 322 would be such as to onlypartially overcome the force of spring 319 and not sufficient to fullyovercome this spring force to the extent necessary to raise the step 317into abutting engagement with the abutment higher, engine load andjorspeed conditions.

MAJOR ADVANTAGES AND SUMMARY 0F 9 INVENTION The concept presentedthrough this invention entailing modifications of displacement incrementof fuel pumps, coupled with the diversion phenomena, produces asignificantly enhanced and smoother performance characteristic for theburning loci type engine, particularly at lower engine speed and/or loadconditions.

ignificantly, all of this is achieved without adversely affecting thebasic advantages of the burning loci type engine where they are mostimportant, i.e. at normal and even higher engine loads.

The concept of increasing fuel pump injection increment volume coupledwith the use of fuel diversion, so as to maintain a better balancebetween spray increment duration and the control increment provided byagitation zones, is achieved in direct contradiction of the teaching ofprior patents such as Burman U.S. Pat. No. 2,794,397.

To the extent that Burman teaches diversion, but emphasizes themaintenance of a constant pumping volume increment, the art is led awayfrom the present invention and its attendant advantages.

In the context of a multiple working chamber engine, the manifoldlocation of the diversion valve, in relation to the fuel pump,eliminates the necessity of attempting to balance a plurality ofseparate diversion valves.

The two-phase spray characteristic phenomena contributes to ease ofignition of burning under all engine conditions and is believed toprovide smoother engine performance at low load conditions.

Somewhat surprisingly, it has also been discovered that the two-phaseconcept of this invention tends to minimize the clogging of fuelnozzles. In fact, it has been noted in certain instances thateffectively operable nozzle orifice life, prior to clogging, may beextended from somewhere on the order of five to thirty hours up to onthe order of 250 hours, and more.

This increase in nozzle operating life may be due to the fact that thefuel flow through the orifices, which produces the billowing spraypattern, tends to flush pockets ofstagnant" fuel out of the orifice.Such quiescent zones could tend to form adjacent longitudinallyintermediate orifice wall zones due to a contracted nature of solid fuelstream flow in such areas. The formation of such stagnant" or quiescentzones would be conducive to fuel oxidation, thereby inducing orificeclogging.

Those skilled in the fuel injection art are aware that two-phaseinjection nozzles, which operate in a different manner at differentconditions of valve position, are known. For example, a Kenworthy US.Pat. No. 1,833,080 discloses a two-stage nozzle where at a condition ofpartial lift a frustoconical tip opens some orifrees, while at a fulllift condition still other orifices are open. A similar disclosure iscontained in a Lang US. Pat. No. 2,757,967. However, art such as thisdoes not suggest the two-stage concept of the present invention or thecontext of the spaced burning loci engine. If anything, since the basicoperating characteristic of the burning loci engine involves the use ofrelatively solid fuel streams, one would not expect or anticipaterecourse to two-stage nozzles, with one stage involving a billowingspray, where the burning loci engine was concerned.

The overall consequence of the employment of these various aspects ofthe invention in the context of a spaced burning loci engine entails notmerely an improvement in engine operating characteristic but asignificant reduction in the generation of noxious oxides of nitrogen.

Tests conducted thus far indicate that the NO, con tent of exhaust gasmay be reduced to somewhere on the order of 300 parts per million whenthe present invention is practiced. This constitutes a significantrcduction in the generation of nitrous oxides and is believed to beattributable primarily to the basic operating characteristics of thespaced burning loci engine. However, these characteristics are alsobelieved to be further enhanced through the present invention.

While a variety of modifications with respect to apparatus andtechniques have been presented in, and suggested through, thisdisclosure, as well as the disclosures-of the aforesaid Kruckenberg etal. U.S. Pat. No. 3,543,735 and the Kruckenberg et al. application Ser.No. 93,269, those skilled in the art and familiar with the presentdisclosure may well envision other modifications, additions, deletions,substitutions or changes which would fall within the purview of theinvention as set forth in the appended claims.

What is claimed is: 1. In a method of effecting combustion in internalcombustion engines, which method is characterized by: generating, withininternal combustion engine means, and in energy communicating relationwith engine piston means movable in cylinder means of said engine means,a plurality of generally mutually distinct burning loci, with saidburning loci defining generally spaced centers of burning; concurrently,and during a working stroke of said engine piston means, transmittingcombustion supporting gas, heated by compression and combustion, intosaid burning loci, and generating and transmitting streams ofcombustible fuel into said burning loci, each said burning locisubstantially receiving at least one of said fuel streams and at leastsome of said heated gas; limiting the time duration of the generation ofsaid fuel streams so that at least the majority of fuel in said streamspasses into said burning loci during a working stroke of said enginepiston means; providing a plurality of spaced wall means, with each suchwall means peripherally confining and definmg a fuel and heated gasagitation zone individually associated with and communicating with asaid burning loci; each said peripherally confined agitation zone and aburning loci associated therewith receiving fuel from at least one fuelstream directed thereinto during said working stroke of said enginepiston means; maintaining the existence and a generally discreterelation of said burning loci during said working stroke of said enginepiston means; and utilizing energy generated through operation of saidburning loci to induce said working stroke of said engine piston means;the improvement comprising:

causing fuel pump piston means to displace an increment of fuel fromfuel pump means; transmitting said displaced increment of fuel throughpassasge means leading from said fuel pump piston means to fuelinjection nozzle means operable to generate said fuel streams, with saidfuel injection nozzle means being operable to pass said fuel streamsinto said agitation zones and burning loci associated therewith;discharging said fuel streams from said nozzle means into said agitationzones and burning loci associated therewith at a rate different from,and slower than, the rate of displacement of said fuel increment fromsaid fuel pump means into said passage means; and at a relatively lowerengine speed for any given load condition displacing a relatively largervolume fuel increment per working stroke of said engine piston meansfrom said fuel pump means into said passage means, and diverting fueldelivered by the fuel pump means into said passage means, between saidfuel pump piston means and said injection nozzle means, from saidpassage means, and at a relatively higher engine speed for any givenload condition displacing a relatively smaller volume fuel increment perworking stroke of said engine piston means from said fuel pump meansinto said passage means, and at least reducing the degree of saiddiversion of fuel from said passage means, and i said steps ofdisplacing and diverting being operable to substantially avoid anundesirable mismatching of the time duration of discharge of said fuelstreams into said agitation zones, in relation to a desired increment ofmovement of said enginepiston means. 2. A method as set forth in claim1, further comprismg:

providing in said fuel injection nozzle means a plurality of injectionnozzles, each individually associated with a separate working chamber ofsaid internal combustion engine means; providing through said passagemeans a plurality of separate fuel paths, each leading individually toone of said injection nozzles; during said relatively lower engine speedfor any given load condition, diverting said fuel from a portion of saidpassage means which is in common communication with said plurality ofseparate fuel paths; and l effecting said displacement of saidrelatively larger volume fuel increment during each working stroke ofengine piston means individually associated with each of said separateworking chambers of said internal combustion engine means. 3. A methodas described in claim 1 further comprisduring said relatively lowerengine speed for any given load condition, partially obstructing orificemeans of said fuel injection nozzle means to produce a generally radialflow pattern of fuel leading to said orifice means, and produce agenerally diverging spray of fuel leading from said orifice means; andduring said relatively higher engine speed for any given load conditionproviding a generally axial flow of fuel leading to said orifice means,and forming a generally solid configuration of fuel streams leaving saidorifice means and comprising said fuel stream received by said agitationzones and burning loci associated therewith.

4. A method as described in claim 1, further comprising, at least duringsaid relatively higher engine speed for any given load condition:

providing, through said spaced wall means, flow path means in saidengine means which comprise said agitation zones and define the locationof said burning loci;

during at least a portion of said working stroke of said engine pistonmeans, generally enlarging the flow capacity of said flow path means;

progressively increasing amass flow rate off combustion supporting gastransmitted to said burning loci and passing into said flow path meansduring said working stroke of said engine piston means as said flow pathmeans generally enlarge their flow capacity; and

at least during said working stroke of said piston means, progressivelyincreasing the mass flow rate of combustible fuel transmitted to saidburning loci, with said progressive increase in the mass flow rate offuel continuing for at least a majority of the time during'which saidfuel streams are received by said agitation zones and burning lociassociated therewith.

5. A method as set forth in claim 1, further comprising:

effecting operation of a plurality of working chambers of said internalcombustion engine by providing in said fuel injection nozzle means aplurality of injection nozzles, each individually associated with aseparate working chamber of said internal combustion engine means,providing through said passage means a plurality of separate fuel paths,each leading individually to one of said injection nozzles, during saidrelatively lower engine speed for any given load condition divertingsaid fuel from a portion of said passage means which is in commoncommunication with said plurality of separate fuel paths, and effectingsaid displacement of said relatively larger volume fuel increment duringeach working stroke of engine piston means individually associated witheach of said separate working chambers of said internal combustionengine means; modifying the spray characteristics of said fuel injectionnozzle means by during said relatively lower engine speed for any givenload condition, partially obstructing orifice means of said fuelinjection nozzle means to produce a generally radial flow pattern offuel leading to said orifice means, and produce a generally divergingspray of fuel leading from said orifice means, and during saidrelatively higher engine speed for any given load condition providing agenerally axial flow of fuel leading to said orifice means, and forminga generally solid configuration of fuel streams leaving said orificemeans and comprising said fuel stream received by said agitation zonesand burning loci associated therewith; and

at least during said relatively higher engine speed for any given loadcondition providing, through said spaced wall means, flow path means insaid engine means which comprise said agitation zones and define thelocation of said burning loci,

during at least a portion of said working stroke of said engine pistonmeans, generally enlarging the flow capacityof said flow path means,

progressively increasing a mass flow rate of combustion supporting gastransmitted to said burning loci and passing into said flow path meansduring said working stroke of said engine piston means as said flow pathmeans generally enlarge their flow capacity, and

at least during said working stroke of said piston means, progressivelyincreasing the mass flow rate of combustible fuel transmitted to saidburning loci, with said progressive increase in the mass flow rate offuel continuing for at least a majority of the time during which saidfuel streams are received by said agitation zones and burning lociassociated therewith.

6. A method of modifying the injection characteristics of fuel injectionnozzle means, said method comprising:

. 25 causing fuel pump piston means to displace an increcondition ofsaid internal combustion engine means displacing a relatively largervolume fuel increment per working stroke of said engine means from saidfuel pump means into said passage means, and diverting fuel delivered bythe fuel pump means into said passage means, between said piston means,from said passage means; and at a relatively higher speed for any givenload condition of said internal combustion engine means displacing arelatively smaller fuel increment per working stroke of said enginemeans from said fuel pump means into said passage means, and at leastreducing the degree of said diversion of fuel from said passage means,and said steps of displacing and diverting being operable tosubstantially avoid an undesirable mismatching of the time duration ofdischarge of said fuel streams into said agitation zones, in relation toa desired increment of movement of said engine piston means. 7. A methodof modifying the injection characteristics of fuel injection nozzlemeans as set forth in claim 6, further comprising:

providing in said fuel injection nozzle means a plurality of injectionnozzles, each individually associated with a separate working chamber ofsaid internal combustion engine means;

providing through said passage means a plurality of separate fuel paths,each leading individually to one of said injection nozzles; and

during said relatively lower engine speed for any given load condition,diverting said fuel from a portion of said passage means which is incommon communication with said plurality of separate fuel paths; and

effecting said displacement of said relatively larger volume fuelincrement during each working stroke of engine piston means individuallyassociated with each of said separate working chamber of said in ternalcombustion engine means.

8. A method for modifying the injection characteristics of fuelinjection nozzle means, as set forth in claim 6, further comprising:

during said relatively lower engine speed for any given load condition,partially obstructing orifice means of said fuel injection nozzle meansto produce a generally radial flow pattern of fuel leading to saidorifice means, and

produce a generally diverging spray of fuel leading from said orificemeans and passing into said interior of said internal combustion enginemeans; and

during said relatively higher engine speed for any given load enginecondition providing a generally axial flow of fuel leading to saidorifice means, and

forming generally solid fuel stream means leaving said orifice means andpassing into said interior of said internal combustion engine means.

9. A method of modifying the injection characteristics of fuel injectionnozzle means as set forth in claim 6, further comprising:

providing flow path means in said engine means which define and at leastpartially confine, fuel and gas agitation zones; during at least aportion of a working stroke of engine piston means of said engine means,generally enlarging the flow capacity of said flow path means;

progressively increasing a mass flow rate of combustion supporting gaspassing through said flow path means during said working stroke of saidengine piston means as said flow path means generally enlarge their flowcapacity; and

at least during said working stroke of said engine piston means,progressively increasing the mass flow rate of combustible fueldischarged from said injection nozzle means, and directing said fuelstreams into said agitation zones.

10. A method of modifying the injection characteristics of fuelinjection nozzle means as set forth in claim 6, further comprising:

effecting operation of a plurality of working chambers of said internalcombustion engine by providing in said fuel injection nozzle means aplurality of injection nozzles, each individually associated with aseparate working chamber of said internal combustion engine means,

providing through said passage means a plurality of separate fuel paths,each leading individually to one of said injection nozzles,

during said relatively lower engine speed for any given load condition,diverting said fuel from a portion of said passage means which is incornmon communication with said plurality of separate fuel paths, andeffecting said displacement of said relatively larger volume fuelincrement during each working stroke of engine piston means individuallyassociated with each of said separate working chamber of said internalcombustion engine means; modifying the spray characteristics of saidfuel injection nozzle means by during said relatively lower engine speedfor any given load condition and in conjunction with said diversion offuel, partially obstructing orifice means of said fuel injection nozzlemeans to produce radial flow pattern of fuel leading to said orificemeans, and produce a generally diverging spray of fuel leading from saidorifice means and passing into said interior of said internal combustionengine means; and during said relatively higher engine speed for anygiven load engine condition and while preventing said diversion of fuelproviding a generally axial flow of fuel leading to said orifice means,and forming generally solid fuel stream means leaving said orifice meansand passing into said interior of said internal combustion engine means;and at least during said relatively higher engine speed for any givenload condition providing flow path means in said engine means whichdefine and at least partially confine, fuel and gas agitation zones,during at least a portion of a working stroke of engine piston means ofsaid engine means, generally enlarging the flow capacity of said flowpath means, progressively increasing a mass flow rate of combustionsupporting gas passing through said flow path means during said workingstroke of said engine piston means as said flow path means generallyenlarge their flow capacity, and at least during said working stroke ofsaid engine piston means, progressively increasing the mass flow rate ofcombustible fuel discharged from said-injection nozzle means, anddirecting said fuel streams into said agitation zones.

1 1. In an apparatus for effecting combustion in internal combustionengines, which apparatus is characterized by:

means for generating, within internal combustion engine means, and inenergy communicating relation with engine piston means movable incylinder means of said engine means, a plurality of generally mutuallydistinct burning loci, with said burning loci defining generally spacedcenters of burning;

means for concurrently, and during a working stroke of said enginepiston means,

transmitting combustion supporting gas, heated by compression andcombustion, into said burning loci, and

generating and transmitting streams of combustible fuel into saidburning loci,

each said burning loci substantially receiving at least one of said fuelstreams and at least some of said heated gas;

means for limiting the time duration of the generation of said fuelstreams so that at least the majority of fuel in said streams passesinto said burning loci during a working stroke of said engine pistonmeans; means providing a plurality of spaced wall means, with each suchwall means peripherally confining and defining a fuel and heated gasagitation zone individually associated with and communicating with asaid burning loci; each said peripherally confined agitation zone and aburning loci associated therewith receiving fuel from at least one fuelstream directed thereinto during said working stroke of said enginepiston means; means maintaining the existence and a generally discreterelation of said burning loci during said working stroke of said enginepiston means; and means utilizing energy generated through operation ofsaid burning loci to induce said working stroke of said engine pistonmeans; the improvement comprising:

fuel pump means; fuel pump piston means operable to displace anincrement of fuel from said fuel pump means; fuel injection nozzle meansoperable to generate said fuel streams; passage means for transmittingsaid displaced increment of fuel from said fuel pump piston means tosaid fuel injection nozzle means, with said fuel injection nozzle meansbeing operable to pass said fuel streams into said agitation zones andburning loci associated therewith; means for discharging said fuelstreams from said nozzle means into said agitation zones and burningloci associated therewith at a rate different from, and slower than, therate of displacement of said fuel increment from said fuel pump meansinto said passage means; means operable, at a relatively lower enginespeed for any given load condition, to displace a relatively largervolume fuel increment per working stroke of said engine piston meansfrom said fuel pump means into said passage means, and divert fueldelivered by the fuel pump means into said passage means, between saidfuel pump piston means and said injection nozzle means, from saidpassage means; and means operable, at a relatively higher engine speedfor any given load condition, to displace a relatively smaller volumefuel increment per working stroke of said engine piston means from saidfuel pump means into said passage means, and at least reduce the degreeof said diversion of fuel from said passage means, and said means todisplace and divert being operable to substantially avoid an undesirablemismatching of the time duration of discharge of said fuel streams intosaid agitation zones, in relation to a desired increment of movement ofsaid engine piston means. 12. An apparatus as set forth in claim 11,further comprising:

a plurality of injection nozzles included in said fuel injection nozzlemeans each being individually as sociated with a separate workingchamber of said internal combustion engine means;

means providing through said passage means a plurality'of separate fuelpaths, each leading individually to one of said injection nozzles;

means operable during said relatively lower engine speed for any givenload condition, to divert said fuel from a portion of said passage meanswhich is in common communication with said plurality of separate fuelpaths; and

means for effecting said displacement of said relatively larger volumefuel increment during each working stroke of engine piston meansindividually associated with each of said separate working chambers ofsaid internal combustion engine means.

13. An apparatus as described in claim 11 further comprising:

orifice means included in said fuel injection nozzle means;

means operable during said relatively lower engine speed for any givenload condition, to partially obstruct said orifice means of said fuelinjection nozzle means and produce a generally radial flow pattern offuel leading to said orifice means, and produce a generally divergingspray of fuel leading from said orifice means; and means operable duringsaid relatively higher engine speed for any given load condition toprovide a generally axial flow of fuel leading to said orifice means,and

form a generally solid configuration of fuel streams leaving saidorifice means and comprising said fuel stream received by said agitationzones and burning loci associated therewith.

14. An apparatus as described in claim 11, further comprising:

flow path means in said engine means provided by said spaced wall meanswhich comprise said agitation zones and define the location of saidburning loci;

means operable during at least a portion of said working stroke of saidengine piston means, to generally enlarge the flow capacity of said flowpath means;

means operable to progressively increase a mass flow rate of combustionsupporting gas transmitted to said burning loci and passing into saidflow path means during said working stroke of said engine piston meansas said flow path means generally enlarge their flow capacity; and

means operable at least during said working stroke of said piston means,to progressively increase the mass flow rate of combustible fueltransmitted to i said burning loci, with said progressive increase inthe mass flow rate of fuel continuing for at least a majority of thetime during which said fuel streams are received by said agitation zonesand burning loci associated therewith.

15. Apparatus as set forth in claim 11, further comprising:

means for effecting operation of a plurality of working chambers of saidinternal combustion engine and including a plurality of injectionnozzles included in said fuel injection nozzle means, each beingindividually associated with a separate working chamber of said internalcombustion engine means,

means providing through said passage means a plurality of separate fuelpaths, each leading individually to one of said injection nozzles,

means operable during said relatively lower engine speed for any givenload condition to divert said fuel from a portion of said passage meanswhich is in common communication with said plurality of separate fuelpaths, and

means for effecting said displacement of said relatively larger volumefuel increment during each working stroke of engine piston meansindividually associated with each of said separate working chambers ofsaid internal combustion engine means;

means for modifying the spray characteristics of said fuel injectionnozzle means and including flow path means in said engine means providedby said spaced wall means which comprise said agitation zones and definethe location of said burning loci,

means operable during at least a portion of said working stroke of saidengine piston means, to generally enlarge the flow capacity of said flowpath means,

means operable to progressively increase a mass flow rate of combustionsupporting gas transmitted to said burning loci and passing into saidflow path means during said working stroke of said ongine piston meansas said flow path means generally enlarge their flow capacity, and

means operable at least during said working stroke of said piston means,to progressively increase the mass flow rate of combustible fueltransmitted to said burning loci, with said progressive increase in themass flow rate of fuel continuing for at least a majority of the timeduring which said fuel streams are received by said agitation zones andburning loci associated therewith.

16. An apparatus for modifying injection characteristics of fuelinjection nozzle means, said apparatus comprising:

fuel pump means;

fuel pump piston means operable to displace an increment of fuel fromsaid fuel pump means;

fuel injection nozzle means operable to generate said fuel streams;

passage means for transmitting said displaced increment of fuel fromsaid fuel pump piston means to said fuel injection nozzle means, withsaid fuel injection nozzle means being operable to pass fuel into theinterior of internal combustion engine means;

means for discharging fuel from said nozzle means into the interior ofsaid internal combustion engine means at a rate different from, andslower than, the rate of displacement of said fuel increment from saidfuel pump means into said passage means;

means operable at a relatively lower engine speed for any given loadcondition of said internal combustion engine means to displace arelatively larger volume fuel increment per working stroke of saidengine means from

1. In a method of effecting combustion in internal combustion engines,which method is characterized by: generating, within internal combustionengine means, and in energy communicating relation with engine pistonmeans movable in cylinder means of said engine means, a plurality ofgenerally mutually distinct burning loci, with said burning locidefining generally spaced centers of burning; concurrently, and during aworking stroke of said engine piston means, transmitting combustionsupporting gas, heated by compression and combustion, into said burningloci, and generating and transmitting streams of combustible fuel intosaid burning loci, each said burning loci substantially receiving atleast one of said fuel streams and at least some of said heated gas;limiting the time duration of the generation of said fuel streams sothat at least the majority of fuel in said streams passes into saidburning loci during a working stroke of said engine piston means;providing a plurality of spaced wall means, with each such wall meansperipherally confining and defining a fuel and heated gas agitation zoneindividually associated with and communicating with a said burning loci;each said peripherally confined agitation zone and a burning lociassociated therewith receiving fuel from at least one fuel streamdirected thereinto during said working stroke of said engine pistonmeans; maintaining the existence and a generally discrete relation ofsaid burning loci during said working stroke of said engine pistonmeans; and utilizing energy generated through operation of said burningloci to induce said working stroke of said engine piston means; theimprovement comprising: causing fuel pump piston means to displace anincrement of fuel from fuel pump means; transmitting said displacedincrement of fuel through passasge means leading from said fuel pumppiston means to fuel injection nozzle means operable to generate saidfuel streams, with said fuel injection nozzle means being operable topass said fuel streams into said agitation zones and burning lociassociated therewith; discharging said fuel streams from said nozzlemeans into said agitation zones and burning loci associated therewith ata rate different from, and slower than, the rate of displacement of saidfuel increment from said fuel pump means into said passage means; and ata relatively lower engine speed for any given load condition displacinga relatively larger volume fuel increment per working stroke of saidengine piston means from said fuel pump means into said passage means,and diverting fuel delivered by the fuel pump means into said passagemeans, between said fuel pump piston means and said injection nozzlemeans, from said passage means, and at a relatively higher engine speedfor any given load condition displacing a relatively smaller volume fuelincrement per working stroke of said engine piston means from said fuelpump means into said passage means, and at least reducing the degree ofsaid diversion of fuel from said passage means, and said steps ofdisplacing and diverting being operable to substantially avoid anundesirable mismatching of the time duration of discharge of said fuelstreams into said agitation zones, in relation to a desired increment ofmovement of said engine piston means.
 1. In a method of effectingcombustion in internal combustion engines, which method is characterizedby: generating, within internal combustion engine means, and in energycommunicating relation with engine piston means movable in cylindermeans of said engine means, a plurality of generally mutually distinctburning loci, with said burning loci defining generally spaced centersof burning; concurrently, and during a working stroke of said enginepiston means, transmitting combustion supporting gas, heated bycompression and combustion, into said burning loci, and generating andtransmitting streams of combustible fuel into said burning loci, eachsaid burning loci substantially receiving at least one of said fuelstreams and at least some of said heated gas; limiting the time durationof the generation of said fuel streams so that at least the majority offuel in said streams passes into said burning loci during a workingstroke of said engine piston means; providing a plurality of spaced wallmeans, with each such wall means peripherally confining and defining afuel and heated gas agitation zone individually associated with andcommunicating with a said burning loci; each said peripherally confinedagitation zone and a burning loci associated therewith receiving fuelfrom at least one fuel stream directed thereinto during said workingstroke of said engine piston means; maintaining the existence and agenerally discrete relation of said burning loci during said workingstroke of said engine piston means; and utilizing energy generatedthrough operation of said burning loci to induce said working stroke ofsaid engine piston means; the improvement comprising: causing fuel pumppiston means to displace an increment of fuel from fuel pump means;transmitting said displaced increment of fuel through passasge meansleading from said fuel pump piston means to fuel injection nozzle meansoperable to generate said fuel streams, with said fuel injection nozzlemeans being operable to pass said fuel streams into said agitation zonesand burning loci associated therewith; discharging said fuel streamsfrom said nozzle means into said agitation zones and burning lociassociated therewith at a rate different from, and slower than, the rateof displacement of said fuel increment from said fuel pump means intosaid passage means; and at a relatively lower engine speed for any givenload condition displacing a relatively larger volume fuel increment perworking stroke of said engine piston means from said fuel pump meansinto said passage means, and diverting fuel delivered by the fuel pumpmeans into said passage means, between said fuel pump piston means andsaid injection nozzle means, from said passage means, and at arelatively higher engine speed for any given load condition displacing arelatively smaller volume fuel increment per working stroke of saidengine piston means from said fuel pump means into said passage means,and at least reducing the degree of said diversion of fuel from saidpassage means, and said steps of displacing and diverting being operableto substantially avoid an undesirable mismatching of the time durationof discharge of said fuel streams into said agitation zones, in relationto a desired increment of movement of said engine piston means.
 2. Amethod as set forth in claim 1, further comprising: providing in saidfuel injection nozzle means a plurality of injection nozzles, eachindividually associated with a separate working chamber of said internalcombustion engine means; providing through said passage means aplurality of separate fuel paths, each leading individually to one ofsaid injection nozzles; during said relatively lower engine speed forany given load condition, diverting said fuel from a portion of saidpassage means which is in common communication with said plurality ofseparate fuel paths; and effecting said displacement of said relativelylarger volume fuel increment during each working stroke of engine pistonmeans individually associated with each of said separate workingchambers of said internal combustion engine means.
 3. A method asdescribed in claim 1 further comprising: during said relatively lowerengine speed for any given load condition, partially obstructing orificemeans of said fuel injection nozzle means to produce a generally radialflow pattern of fuel leading to said orifice means, and produce agenerally diverging spray of fuel leading from said orifice means; andduring said relatively higher engine speed for any given load conditionproviding a generally axial flow of fuel leading to said orifice means,and forming a generally solid configuration of fuel streams leaving saidorifice means and comprising said fuel stream received by said agitationzones and burning loci associated therewith.
 4. A method as described inclaim 1, further comprising, at least during said relatively higherengine speed for any given load condition: providing, through saidspaced wall means, flow path means in said engine means which comprisesaid agitation zones and define the location of said burning loci;during at least a portion of said working stroke of said engine pistonmeans, generally enlarging the flow capacity of said flow path means;progressively increasing a mass flow rate of combustion supporting gastransmitted to said burning loci and passing into said flow path meansduring said working stroke of said engine piston means as said flow pathmeans generally enlarge their flow capacity; and at least during saidworking stroke of said piston means, progressively increasing the massflow rate of combustible fuel transmitted to said burning loci, withsaid progressive increase in the mass flow rate of fuel continuing forat least a majority of the time during which said fuel streams arereceived by said agitation zones and burning loci associated therewith.5. A method as set forth in claim 1, further comprising: effectingoperation of a plurality of working chambers of said internal combustionengine by providing in said fuel injection nozzle means a plurality ofinjection nozzles, each individually associated with a separate workingchamber of said internal combustion engine means, providing through saidpassage means a plurality of separate fuel paths, each leadingindividually to one of said injection nozzles, during said relativelylower engine speed for any given load condition diverting said fuel froma portion of said passage means which is in common communication withsaid plurality of separate fuel paths, and effecting said displacementof said relatively larger volume fuel increment during each workingstroke of engine piston means individually associated with each of saidseparate working chambers of said internal combustion engine means;modifying the spray characteristics of said fuel injection nozzle meansby during said relatively lower engine speed for any given loadcondition, partially obstructing orifice means of said fuel injectionnozzle means to produce a generally radial flow pattern of fuel leadingto said orifice means, and produce a generally diverging spray of fuelleading from said orifice means, and during said relatively higherengine speed for any given load condition providing a generally axialflow of fuel leading to said orifice means, and forming a generallysolid configuration of fuel streams leaving said orifice means andcomprising said fuel stream received by said agitation zones and burningloci associated therewith; and at least during said relatively higherengine speed for any given load condition providing, through said spacedwall means, flow path means in said engine means which comprise saidagitation zones and define the location of said burning loci, during atleast a portion of said working stroke of said engine piston means,generally enlarging the flow capacity of said flow path means,progressively increasing a mass flow rate of combustion supporting gastransmitted to said burning loci and passing into said flow path meansduring said working stroke of said engine piston means as said flow pathmeans generally enlarge their flow capacity, and at least during saidworking stroke of said piston means, progressively increasing the massflow rate of combustible fuel transmitted to said burning loci, withsaid progressive increase in the mass flow rate of fuel continuing forat least a majority of the time during which said fuel streams arereceived by said agitation zones and burning loci associated therewith.6. A method of modifying the injection characteristics of fuel injectionnozzle means, said method comprising: causing fuel pump piston means todisplace an increment of fuel from fuel pump means; transmitting saiddisplaced increment of fuel through passage means leading from said fuelpump piston means to fuel injection nozzle means, with said fuelinjection nozzle means being operable to pass fuel into the interior ofinternal combustion engine means; discharging fuel from said nozzlemeans into the interior of said internal combustion engine means at arate different from, and slower than, the rate of displacement of saidfuel increment from said fuel pump means into said passage means; at arelatively lower engine speed for any given load condition of saidinternal combustion engine means displacing a relatively larger volumefuel increment per working stroke of said engine means from said fuelpump means into said passage means, and diverting fuel delivered by thefuel pump means into said passage means, between said piston means, fromsaid passage means; and at a relatively higher speed for any given loadcondition of said internal combustion engine means displacing arelatively smaller fuel increment per working stroke of said enginemeans from said fuel pump means into said passage means, and at leastreducing the degree of said diversion of fuel from said passage means,and said steps of displacing and diverting being operable tosubstantially avoid an undesirable mismatching of the time duration ofdischarge of said fuel streams into said agitation zones, in relation toa desired increment of movement of said engine piston means.
 7. A methodof modifying the injection characteristics of fuel injection nozzlemeans as set forth in claim 6, further comprising: providing in saidfuel injection nozzle means a plurality of injection nozzles, eachindividually associated with a separate working chamber of said internalcombustion engine means; providing through said passage means aplurality of separate fuel paths, each leading individually to one ofsaid injection nozzles; and during said relatively lower engine speedfor any given load condition, diverting said fuel from a portion of saidpassage means which is in common communication with said plurality ofseparate fuel paths; and effecting said displacement of said relativelylarger volume fuel increment during each working stroke of engine pistonmeans individually associated with each of said separate working chamberof said internal combustion engine means.
 8. A method for modifying theinjection characteristics of fuel injection nozzle means, as set forthin claim 6, further comprising: during said relatively lower enginespeed for any given load condition, partially obstructing orifice meansof said fuel injection nozzle means to produce a generAlly radial flowpattern of fuel leading to said orifice means, and produce a generallydiverging spray of fuel leading from said orifice means and passing intosaid interior of said internal combustion engine means; and during saidrelatively higher engine speed for any given load engine conditionproviding a generally axial flow of fuel leading to said orifice means,and forming generally solid fuel stream means leaving said orifice meansand passing into said interior of said internal combustion engine means.9. A method of modifying the injection characteristics of fuel injectionnozzle means as set forth in claim 6, further comprising: providing flowpath means in said engine means which define and at least partiallyconfine, fuel and gas agitation zones; during at least a portion of aworking stroke of engine piston means of said engine means, generallyenlarging the flow capacity of said flow path means; progressivelyincreasing a mass flow rate of combustion supporting gas passing throughsaid flow path means during said working stroke of said engine pistonmeans as said flow path means generally enlarge their flow capacity; andat least during said working stroke of said engine piston means,progressively increasing the mass flow rate of combustible fueldischarged from said injection nozzle means, and directing said fuelstreams into said agitation zones.
 10. A method of modifying theinjection characteristics of fuel injection nozzle means as set forth inclaim 6, further comprising: effecting operation of a plurality ofworking chambers of said internal combustion engine by providing in saidfuel injection nozzle means a plurality of injection nozzles, eachindividually associated with a separate working chamber of said internalcombustion engine means, providing through said passage means aplurality of separate fuel paths, each leading individually to one ofsaid injection nozzles, during said relatively lower engine speed forany given load condition, diverting said fuel from a portion of saidpassage means which is in common communication with said plurality ofseparate fuel paths, and effecting said displacement of said relativelylarger volume fuel increment during each working stroke of engine pistonmeans individually associated with each of said separate working chamberof said internal combustion engine means; modifying the spraycharacteristics of said fuel injection nozzle means by during saidrelatively lower engine speed for any given load condition and inconjunction with said diversion of fuel, partially obstructing orificemeans of said fuel injection nozzle means to produce a generally radialflow pattern of fuel leading to said orifice means, and produce agenerally diverging spray of fuel leading from said orifice means andpassing into said interior of said internal combustion engine means; andduring said relatively higher engine speed for any given load enginecondition and while preventing said diversion of fuel providing agenerally axial flow of fuel leading to said orifice means, and forminggenerally solid fuel stream means leaving said orifice means and passinginto said interior of said internal combustion engine means; and atleast during said relatively higher engine speed for any given loadcondition providing flow path means in said engine means which defineand at least partially confine, fuel and gas agitation zones, during atleast a portion of a working stroke of engine piston means of saidengine means, generally enlarging the flow capacity of said flow pathmeans, progressively increasing a mass flow rate of combustionsupporting gas passing through said flow path means during said workingstroke of said engine piston means as said flow path means generallyenlarge their flow capacity, and at least during said working stroke ofsaid engine piston means, progressively increasing the mAss flow rate ofcombustible fuel discharged from said injection nozzle means, anddirecting said fuel streams into said agitation zones.
 11. In anapparatus for effecting combustion in internal combustion engines, whichapparatus is characterized by: means for generating, within internalcombustion engine means, and in energy communicating relation withengine piston means movable in cylinder means of said engine means, aplurality of generally mutually distinct burning loci, with said burningloci defining generally spaced centers of burning; means forconcurrently, and during a working stroke of said engine piston means,transmitting combustion supporting gas, heated by compression andcombustion, into said burning loci, and generating and transmittingstreams of combustible fuel into said burning loci, each said burningloci substantially receiving at least one of said fuel streams and atleast some of said heated gas; means for limiting the time duration ofthe generation of said fuel streams so that at least the majority offuel in said streams passes into said burning loci during a workingstroke of said engine piston means; means providing a plurality ofspaced wall means, with each such wall means peripherally confining anddefining a fuel and heated gas agitation zone individually associatedwith and communicating with a said burning loci; each said peripherallyconfined agitation zone and a burning loci associated therewithreceiving fuel from at least one fuel stream directed thereinto duringsaid working stroke of said engine piston means; means maintaining theexistence and a generally discrete relation of said burning loci duringsaid working stroke of said engine piston means; and means utilizingenergy generated through operation of said burning loci to induce saidworking stroke of said engine piston means; the improvement comprising:fuel pump means; fuel pump piston means operable to displace anincrement of fuel from said fuel pump means; fuel injection nozzle meansoperable to generate said fuel streams; passage means for transmittingsaid displaced increment of fuel from said fuel pump piston means tosaid fuel injection nozzle means, with said fuel injection nozzle meansbeing operable to pass said fuel streams into said agitation zones andburning loci associated therewith; means for discharging said fuelstreams from said nozzle means into said agitation zones and burningloci associated therewith at a rate different from, and slower than, therate of displacement of said fuel increment from said fuel pump meansinto said passage means; means operable, at a relatively lower enginespeed for any given load condition, to displace a relatively largervolume fuel increment per working stroke of said engine piston meansfrom said fuel pump means into said passage means, and divert fueldelivered by the fuel pump means into said passage means, between saidfuel pump piston means and said injection nozzle means, from saidpassage means; and means operable, at a relatively higher engine speedfor any given load condition, to displace a relatively smaller volumefuel increment per working stroke of said engine piston means from saidfuel pump means into said passage means, and at least reduce the degreeof said diversion of fuel from said passage means, and said means todisplace and divert being operable to substantially avoid an undesirablemismatching of the time duration of discharge of said fuel streams intosaid agitation zones, in relation to a desired increment of movement ofsaid engine piston means.
 12. An apparatus as set forth in claim 11,further comprising: a plurality of injection nozzles included in saidfuel injection nozzle means each being individually associated with aseparate working chamber of said internal combustion engine means; meansproviding through said passage means a plurality of sEparate fuel paths,each leading individually to one of said injection nozzles; meansoperable during said relatively lower engine speed for any given loadcondition, to divert said fuel from a portion of said passage meanswhich is in common communication with said plurality of separate fuelpaths; and means for effecting said displacement of said relativelylarger volume fuel increment during each working stroke of engine pistonmeans individually associated with each of said separate workingchambers of said internal combustion engine means.
 13. An apparatus asdescribed in claim 11 further comprising: orifice means included in saidfuel injection nozzle means; means operable during said relatively lowerengine speed for any given load condition, to partially obstruct saidorifice means of said fuel injection nozzle means and produce agenerally radial flow pattern of fuel leading to said orifice means, andproduce a generally diverging spray of fuel leading from said orificemeans; and means operable during said relatively higher engine speed forany given load condition to provide a generally axial flow of fuelleading to said orifice means, and form a generally solid configurationof fuel streams leaving said orifice means and comprising said fuelstream received by said agitation zones and burning loci associatedtherewith.
 14. An apparatus as described in claim 11, furthercomprising: flow path means in said engine means provided by said spacedwall means which comprise said agitation zones and define the locationof said burning loci; means operable during at least a portion of saidworking stroke of said engine piston means, to generally enlarge theflow capacity of said flow path means; means operable to progressivelyincrease a mass flow rate of combustion supporting gas transmitted tosaid burning loci and passing into said flow path means during saidworking stroke of said engine piston means as said flow path meansgenerally enlarge their flow capacity; and means operable at leastduring said working stroke of said piston means, to progressivelyincrease the mass flow rate of combustible fuel transmitted to saidburning loci, with said progressive increase in the mass flow rate offuel continuing for at least a majority of the time during which saidfuel streams are received by said agitation zones and burning lociassociated therewith.
 15. Apparatus as set forth in claim 11, furthercomprising: means for effecting operation of a plurality of workingchambers of said internal combustion engine and including a plurality ofinjection nozzles included in said fuel injection nozzle means, eachbeing individually associated with a separate working chamber of saidinternal combustion engine means, means providing through said passagemeans a plurality of separate fuel paths, each leading individually toone of said injection nozzles, means operable during said relativelylower engine speed for any given load condition to divert said fuel froma portion of said passage means which is in common communication withsaid plurality of separate fuel paths, and means for effecting saiddisplacement of said relatively larger volume fuel increment during eachworking stroke of engine piston means individually associated with eachof said separate working chambers of said internal combustion enginemeans; means for modifying the spray characteristics of said fuelinjection nozzle means and including flow path means in said enginemeans provided by said spaced wall means which comprise said agitationzones and define the location of said burning loci, means operableduring at least a portion of said working stroke of said engine pistonmeans, to generally enlarge the flow capacity of said flow path means,means operable to progressively increase a mass flow rate of combustionsupporting gas transmitted to said burning loci and passing into saidflow path means during said working stroke of said engine piston meansas said flow path means generally enlarge their flow capacity, and meansoperable at least during said working stroke of said piston means, toprogressively increase the mass flow rate of combustible fueltransmitted to said burning loci, with said progressive increase in themass flow rate of fuel continuing for at least a majority of the timeduring which said fuel streams are received by said agitation zones andburning loci associated therewith.
 16. An apparatus for modifyinginjection characteristics of fuel injection nozzle means, said apparatuscomprising: fuel pump means; fuel pump piston means operable to displacean increment of fuel from said fuel pump means; fuel injection nozzlemeans operable to generate said fuel streams; passage means fortransmitting said displaced increment of fuel from said fuel pump pistonmeans to said fuel injection nozzle means, with said fuel injectionnozzle means being operable to pass fuel into the interior of internalcombustion engine means; means for discharging fuel from said nozzlemeans into the interior of said internal combustion engine means at arate different from, and slower than, the rate of displacement of saidfuel increment from said fuel pump means into said passage means; meansoperable at a relatively lower engine speed for any given load conditionof said internal combustion engine means to displace a relatively largervolume fuel increment per working stroke of said engine means from saidfuel pump means into said passage means, and divert fuel delivered bythe fuel pump means into said passage means, between said fuel pumppiston means and said injection nozzle means, from said passage means;and means operable, at a relatively higher speed for any given loadcondition of said internal combustion engine means, to displace arelatively smaller volume fuel increment per working stroke of saidengine means from said fuel pump means into said passage means, and atleast reduce the degree of said diversion of fuel from said passagemeans, and said means to displace and divert being operable tosubstantially avoid an undesirable mismatching of the time duration ofdischarge of said fuel streams into said agitation zones, in relation toa desired increment of movement of said engine piston means.
 17. Anapparatus for modifying the injection characteristics of fuel injectionnozzle means as set forth in claim 16, further comprising: a pluralityof injection nozzles included in said fuel injection nozzle means, eachbeing individually associated with a separate working chamber of saidinternal combustion engine means; means providing through said passagemeans a plurality of separate fuel paths, each leading individually toone of said injection nozzles; means operable during said relativelylower engine speed for any given load condition, to divert said fuelfrom a portion of said passage means which is in common communicationwith said plurality of separate fuel paths; and means for effecting saiddisplacement of said relatively larger volume fuel increment during eachworking stroke of engine piston means individually associated with eachof said separate working chamber of said internal combustion enginemeans.
 18. An apparatus for modifying the injection characteristics offuel injection nozzle means, as set forth in claim 16, furthercomprising: orifice means included in said fuel injection nozzle means;means operable during said relatively lower engine speed for any givenload condition, to partially obstruct orifice means of said fuelinjection nozzle means and produce a generally radial flow pattern offuel leading to said orifice means, and produce a generally divergingspray of fuel leading from said orifice means and passing into saidinterior of said internal combustion engine means; and means operableduring said relatively hiGher engine speed for any given load enginecondition to provide a generally axial flow of fuel leading to saidorifice means, and form generally solid fuel stream means leaving saidorifice means and passing into said interior of said internal combustionengine means.
 19. An apparatus for modifying the injectioncharacteristics of fuel injection nozzle means as set forth in claim 16,further comprising: flow path means in said engine means operable todefine and at least partially confine, fuel and gas agitation zones;means operable during at least a portion of a working stroke of enginepiston means of said engine means, to generally enlarge the flowcapacity of said flow path means; means operable to progressivelyincrease a mass flow rate of combustion supporting gas passing throughsaid flow path means during said working stroke of said engine pistonmeans as said flow path means generally enlarge their flow capacity; andmeans operable at least during said working stroke of said engine pistonmeans, to progressively increase the mass flow rate of combustible fueldischarged from said injection nozzle means, and direct said fuelstreams into said agitation zones.